Michigan Highways Master List: 1913–Present

The Michigan Highways Master List is a complete catalogue of every state trunkline and Intercounty highway
route designation ever used in Michigan, from 1913 to today. This list was concieved
out of many requests for information on route designations no longer
in use, such as "Was there ever an M-41?" or "I heard about
an ALTERNATE US-23. Was there such a thing?"

This page lists each designation in numerical order, from 1 through 696 followed by the Intercounty Highways, and
is separated into listings generally corresponding to the setup of this website (e.g. 1-9, 10-19, etc.) for easier reference. Five 'types' of
designations are included: current, unsigned, future and former routes, as well as those which have never been used to date. Each is color-coded, as shown in the "Highway Status
Key" below. Current and Future route designations include a link to the regular listing
on the website. The few Unsigned routes
are also linked to a listing on the website. For those Formerly-Used designations,
a short description of the former route is included for referencial purposes unless a Former Route Listing exists.
Also included are route designations which were Planned But Never Implemented, for any number of possible reasons. Never-Used designations,
of course, feature no description, as they have never existed in the system.

With an undertaking of this magnitude, there may be a designation or two which
have been overlooked or mis-stated. I have combed through dozens of sources and
literally hundreds of old road and street maps, so the information contained
on this page is reasonably complete and accurate. However, if you should find
any information which is incorrect, or if you know of a designation which has
not been included here, please drop me a line at chris.bessert@gmail.com.

From internal State Highway Dept documents, the department was planning on designating the existing route of US-2 through St Ignace as a concurrent BL I-75/BUS US-2 once the I-75 freeway bypassing St Ignace was completed and opened to traffic. It seems unlikely any BUS US-2 route marker assemblies were ever posted along BL I-75 when that route debuted.

Original designation of M-99 between
Ohio state line and Lansing. The M-9 designation was the original number for the Haggerty Connector (now M-5) in Novi and Commerce Twp, Oakland Co, but was redesignated to M-5 by c.1990. M-9 was then used as a designation for the western Oakland Co north-south corridor study in the mid- to late-1990s.

Originally the route of US-10 through downtown
Flint, later designated M-10, then given the BUS US-10 designation
when Business routes debuted in Michigan around 1940. Replaced by BUS
M-54, now a locally-maintained street.

The unsigned freeway connector between US-10 and US-27 east of Clare completed in 1961. Until the US-10/M-115 bypass of Clare and Farwell was completed in 1975, US-10 traveled along present-day BUS US-10 into downtown Clare, thus the segment of present-day US-10 between present-day Exits 98 and 158 was officially designated CONN US-10 south-to-eastbound and as CONN US-27 for west-to-northound traffic.

US-10 TEMP

FMR

1969

When US-10 was removed from the Woodward Ave alignment between Detroit and Pontiac and transferred to the route of the John C Lodge Frwy and US-24/Telegraph Rd, AASHO specified the "overlap" of US-10 and US-24 along Telegraph Rd be signed as TEMPORARY US-10. There is no evidence any "TEMP" signs were ever used along this route and it was always signed as simply part of US-10 from 1970–1986.

An alternate routing for US-12 through the central part of Saint Joseph, running along Lake Blvd from Lakeshore Dr northerly to Ship St, then easterly along Ship to a terminus at US-12/US-31 at the cnr of Ship & Main Sts. Turned back to city control on Dec 29, 1937. (Thanks for bugging me, Marc...)

US-12A

FMR

Original route of US-12 along Michigan
Ave between Kalamazoo and Comstock. Was decommissioned when M-96 replaced
US-12 in this area.

US-12A

FMR

1941-ish

Original route designation of the "Fort Custer Highway" being built by the State Hwy Dept through Fort Custer, generally along the approximate route of the former US-12 alignment through the area. The US-12A designation doesn't seem to have ever been applied to the route, though.

US-12A

FMR

1936—c1939

Original route of US-12 through downtown
Battle Creek, designated as US-12A when US-12 bypassed the city center.
Later designated BUS US-12.

MARSHALL: Was designated for a short time
before being replaced by BL I-94.

US-12 BUS

FMR

ALBION: Was designated for a short time
before being replaced by BL I-94.

US-12 BUS

FMR

JACKSON: Was designated along much of the
former route of US-12 through downtown when the US-12 "Jackson Bypass" was
built in stages. Replaced by the current BL I-94 designation.

M-12

FMR

1918—1926

The pre-1926 designation of much of US-2
through the Upper Peninsula, from Ironwood to Sault Ste. Marie, with
the exception of the portion from Crystal Falls to Sagola (now M-69)
and Sagola to Iron Mountain (now M-95).

From internal State Highway Dept documents, it appears the department was planning on designating a BUS M-14 route at Ann Arbor once the Ann Arbor "North Belt" freeway was opened. Unlike the proposed M-114 routing, BUS M-14 was shown as beginning at the eastern M-14 & US-23 jct then continuing southerly via US-23 to Plymouth Rd (the former M-14 routing), then following Plymouth Rd and Broadway from US-23 into downtown Ann Arbor. It would then turn southerly with BUS US-23 along N Main St, then follow BL I-94/Huron St westerly to I-94 on the west side of Ann Arbor. As with the proposed M-114 designation, it appears BUS M-14 was also never signed, as Plymouth Rd and Broadway within the City of Ann Arbor was transferred to city control within months of the opening of the M-14 "North Belt" freeway bypass.

M-14 SPUR

FMR

1930–1935

A 1.8-mile spur route in Barry Co along Assyria Rd connecting M-14 at the cnr of Assyria Rd & Lawrence Rd with M-79/Scott Rd to the north. Supplanted by a rerouted M-79 in early 1935.

FARMINGTON: An earlier designation for BUS
US-16 through downtown Farmington.

US-16 ALT

FMR

GRAND HAVEN: In the early 1940s, after US-16
was relocated onto the direct route between Nunica and Muskegon, the
former route via M-104 and US-31 was designated ALT US-16 for a short
time.

US-16 BUS

FMR

1953—1962

GRAND RAPIDS: When US-16 was transferred
onto the southern and western bypass of Grand Rapids (the former BYP
US-16) in 1953, the former route of US-16 through downtown Grand Rapids was
designated BUS US-16.

US-16 BUS

FMR

FARMINGTON: For many years, the "Farmington
Cut-Off" (now the M-5 freeway) was for eastbound traffic only, meaning
the original route of US-16 along Grand River Ave through downtown
Farmington retained the "official" routing of US-16. Later, when the "Cut-Off" was
opened to two-way traffic and US-16 transferred to it, the former route
of US-16 through Farmington was designated BUS US-16. Replaced by BL
I-96 in the 1960s, now an unsigned state highway.

US-16 BYP

FMR

1942—1953

GRAND RAPIDS: When originally constructed,
the "Grand Rapids Beltline System" was designated M-114. Later in 1942, the
southern and western legs were given the BYP US-16 designation as an
alternate route around downtown Grand Rapids. Then in 1953, given the mainline
US-16 designation, now designated M-11.

M-16

FMR

Ironically, what was to become US-16 in
1926 was originally designated M-16 in 1918. Ran along the present
I-96 corridor from Grand Haven through Grand Rapids and Lansing, ending
in Detroit.

YPSILANTI: When the BYP US-112 freeway
opened around the south side of Ypsilanti (now I-94/US-12), M-17 was
transferred to that route and the original route of M-17 through downtown
Ypsilanti along Ecorse Rd, Michigan Ave and Washtenaw Ave was designated
BUS M-17. Now designated M-17.

A parallel route to M-21 along Lapeer Rd
from US-10/Dort Hwy (now M-54) to M-15 at Davison. Likely utilized
short sections of US-10 and M-15 to connect back with M-21 at either
end. Now a locally-maintained road.

M-21 BUS

FMR

1953—1974

GRAND RAPIDS: When the M-21 desingation
was transferred onto the routing of BYP M-21 around Grand Rapids, the
former route of M-21 through the City of Grand Rapids was designated
BUS M-21. While the eastern half of this route is now a locally-maintained
street, the western half became BS I-196.

M-21 BYP

FMR

1944—1953

GRAND RAPIDS: When originally constructed,
the "Grand Rapids Beltline System" was designated M-114. Later, the
eastern and southern legs were given the BYP M-21 designation in 1944 as an
alternate route around downtown Grand Rapids. Then given the primary
M-21 designation in 1953, now designated as parts of M-37 and M-11.

The Michigan State Highway Dept originally
designated M-13 from Kawkawlin to Standish as ALT US-23 when the current
I-75/US-23 freeway was completed in 1967. MSHD actually posted the
former US-23 as "ALT US-23," but when that designation was not approved
by the AASHTO, the department gave in and extended the M-13 designation
along the route.

US-23A

FMR

c1929—c1931

Another short-lived US-23A designation
existed from c.1929-1930 when a new US-23 routing was built on the
east shore of the Saginaw River between Saginaw and Bay City. The former
route was designated US-23A for only a short time, assumedly since
the AASHTO declined to okay this new designation. By 1931, US-23A had
been redesignated as part of M-47.

SAGINAW: When the eastern US-23 bypass
around Saginaw was completed from Bridgeport to M-81, the former route
of US-23 through the center of Saginaw was redesignated BUS US-23.
When I-75 was routed along the bypass, BUS US-23 was redesignated as
BL I-75.

US-23 BUS

FMR

BAY CITY: When US-23 was routed out of
downtown Bay City to run west along present M-84/Salzburg Ave and north
along present M-13/Euclid Ave, the former route of US-23 through downtown
Bay City was designated as BUS US-23. Now designated, in parts, as
M-84 and M-25/BS I-75.

The original US-24A in Monroe Co ran north
from the Ohio state line via the Summit St extension to US-25 at Erie,
then north for a short bit with US-24, then west on Luna Pier Rd to
US-24. (This had been previously designated as US-25A.) Then, when
the Detroit-Toledo Expressway was completed from the Ohio state line
northerly past Monroe to the Woodhaven area of Wayne Co, it was designated
US-24A. A few years later, US-24A was decommissioned in favor of the
I-75 designation.

The original routing of M-24 through downtown
Pontiac. Redesignated as BUS M-24 when Business routings debuted in
Michigan c.1940. This entire route was re-designated as BL I-75 when
I-75 was completed around the east side of Pontiac in the 1960s.

M-24 BUS

FMR

PONTIAC: Originally M-24A through downtown
Pontiac, but redesignated as BUS M-24 when Business routings debuted
in Michigan c.1940. This entire route was re-designated as BL I-75
when I-75 was completed around the east side of Pontiac in the 1960s.

The original highway designation of the
Summit St extension from the Ohio state line to US-25 at Erie in southeastern
Monroe Co. Later redesignated US-24A.

US-25A

FMR

An alternate routing on the north side
of Port Huron. Later the US-25 designation was transferred onto US-25A,
supplanting that designation. Now designated as part of M-25.

US-25 BUS

FMR

PORT HURON: When I-94 was completed around
the west side of Port Huron, US-25 was transferred to the new freeway,
and the old routing of US-25 through downtown Port Huron was given
the BUS US-25 designation. Later designated M-25, now BL I-94.

One of the earliest Alternate US Highways
in the nation. The US-27 mainline ran northerly into St. Louis, while
US-27A ran west into downtown Alma, then north back to US-27 west of
St. Louis and north of Alma. When the US-27 freeway was completed at
St. Louis and Alma in the 1960s, this US-27A routing was redesignated
as BUS US-27, a "mirror-image" of St. Louis' BUS US-27.

US-27A

FMR

When US-27 was moved to a bypass routing
west of Shepherd along Federal Rd, the former route through Shepherd
was designated US-27A. This designation was dropped in the 1930s and
was never designated BUS US-27.

US-27 BUS

FMR

COLDWATER: When the I-69/US-27 freeway was
completed past Coldwater in the late-1960s, a BUS US-27 designation
may have commissioned concurrently with BL I-69—it was shown as such on some internal MSHD maps. If it was actually signed in the field, this designation
likely only survived a year or two at most.

US-27 BUS

FMR

MARSHALL: When the I-69/US-27 freeway was
completed west of Marshall in the late-1960s, a BUS US-27 designation
was commissioned along Michigan Ave from I-69/US-27 easterly into downtown
Marshall, then northerly along the former US-27 to I-94. This designation
survived for several years before being removed.

US-27 BUS

FMR

CHARLOTTE: The original routing of US-27
through downtown Charlotte, commissioned when the US-27 bypass was
completed. Survived for a couple years after the coming of I-69, but
was eventually replaced by the current BL I-69 routing.

US-27 BUS

FMR

?—2002

LANSING: One of eight BUS US-27 routings
replaced by a BUS US-127 designation when US-27 from Lansing northerly
was redesignated as US-127 in 2002.

US-27 BUS

FMR

?—2002

ST JOHNS: One of eight BUS US-27 routings
replaced by a BUS US-127 designation when US-27 from Lansing northerly
was redesignated as US-127 in 2002.

US-27 BUS

FMR

?—2002

ITHACA: One of eight BUS US-27 routings
replaced by a BUS US-127 designation when US-27 from Lansing northerly
was redesignated as US-127 in 2002.

US-27 BUS

FMR

?—2002

ALMA: One of eight BUS US-27 routings replaced
by a BUS US-127 designation when US-27 from Lansing northerly was redesignated
as US-127 in 2002.

US-27 BUS

FMR

?—2002

ST LOUIS: One of eight BUS US-27 routings
replaced by a BUS US-127 designation when US-27 from Lansing northerly
was redesignated as US-127 in 2002.

US-27 BUS

FMR

?—2002

MOUNT PLEASANT: One of eight BUS US-27 routings
replaced by a BUS US-127 designation when US-27 from Lansing northerly
was redesignated as US-127 in 2002.

US-27 BUS

FMR

?—2002

CLARE: One of eight BUS US-27 routings replaced
by a BUS US-127 designation when US-27 from Lansing northerly was redesignated
as US-127 in 2002.

US-27 BUS

FMR

?—2002

HARRISON: One of eight BUS US-27 routings
replaced by a BUS US-127 designation when US-27 from Lansing northerly
was redesignated as US-127 in 2002.

US-27 CONN

FMR

1961—1975

The unsigned freeway connector between US-10 and US-27 east of Clare completed in 1961. Until the US-10/M-115 bypass of Clare and Farwell was completed in 1975, US-10 traveled along present-day BUS US-10 into downtown Clare, thus the segment of present-day US-10 between present-day Exits 98 and 158 was officially designated CONN US-10 south-to-eastbound and as CONN US-27 for west-to-northound traffic.

US-27 TRK

FMR

For many years, there were two routings
for US-27 and M-78 through downtown Lansing. The US-27/M-78 "Passenger
Car Route" ran along Capitol Ave and Saginaw St. (This would be considered
the "mainline" routing.) A US-27/M-78 "Truck Route" ran east on Main
St, north on Grand Ave, east on Kalamazoo Ave and north on Larch St.
TRUCK US-27/TRUCK M-78 was eventually replaced by the mainline US-27/M-78
when the Capitol Ave routing was given back to local control.

MARQUETTE: The original route of US-41/M-28
through downtown Marquette on Front and Washington Sts, and was paired
with a BUS US-41 designation. While the BUS US-41 routing survives,
BUS M-28 no longer runs through downtown Marquette.

M-28 BUS

FMR

NEWBERRY: Originally designated M-28A,
earlier this was the original routing of M-28 through Newberry. Newberry's
BUS M-28 was mostly given back to local control.

The original routing of US-31 between Saugatuck
and Holland. When a newer alignment was completed (the present-day
A-2/Blue Star Hwy) between those cities, the old US-31 routing was
redesignated as US-31A. The designation was dropped in the late-1930s.

US-31A

FMR

US-31A was the original downtown Muskegon
bypass along Getty and Marquette Aves. Later, US-31 was transferred
onto the US-31A alignment, and US-31A was moved onto the former US-31
routing through downtown Muskegon. US-31A was redesignated BUS US-31
in the 1940s, and retains that designation today.

US-31A

FMR

As with Muskegon, US-31 was the orignal
bypass of Ludington along Pere Marquette Rd, while US-31 continued
to jog through downtown Ludington. Later replaced by the mainline US-31
routing.

US-31A

FMR

A "business" routing through downtown Beulah.
US-31A was a very short highway running one block west of US-31, and
likely an original routing of US-31 through the city. Now a locally-designated
street.

ST. JOSEPH: Immediately after US-31 was
transferred onto its current I-94 and I-196 bypass routing around St.
Joseph and Benton Harbor, the former route of US-31 through downtown
St. Joseph was designated BUS US-31. (BUS US-31 was paired with US-33
throughout.) This laster for only about a year and the route became
just US-33, now designated M-63.

US-31 BUS

FMR

SOUTH HAVEN: When the original bypass of
South Haven was completed in the 1940s, the former route of US-31 through
downtown South Haven was designated BUS US-31. The southern half of
this route is now part of BL I-196.

M-31 was a pre-1926 highway. In 1920, M-31
began in Saginaw and ran easterly on present M-81 through Reese, then
north through Gilford on Bradleyville Rd, then east again on present
M-138 through Fairgrove and Akron. M-31 then turned north on present
M-24 into Unionville and northeasterly along present M-25 through Sebewaing.
South of Bay Port, M-31 turned east to follow the present M-142 through
Bad Axe to M-27 (later M-51) west of Harbor Beach, where it ended.
In 1923, M-31 continued east into Harbor Beach, then south along present
M-25 through Port Sanilac and Lexington, ending in Port Huron. With
the coming of US Highways in 1926, M-31 gave way to countless other
designations and has not been used since, assumedly to minimize confusion
with US-31.

M-36 STUB, although likely never signed as such in the field and being an internal MSHD designation, was a mile-long "stub" route from M-36 on the Lapeer/Tuscola Co line heading westerly to a terminus in "downtown" Fostoria. Sometime after becoming a state route in 1930, it was given the proper route designation of M-169, which it kept until being decommissioned in 1935.

The original route of US-41/M-28 through
Ishpeming and Negaunee in Marquette Co. Was paired with M-28A at this
time. Later replaced by the current BUS M-28 designation.

US-41A or
US-41 ALT

P/NU

c.1960

Proposed to run along existing BUS M-28 from downtown Negaunee northerly to existing US-41/M-28 north of downtown, then westerly via present-day US-41/M-28 to West Ishpeming. This proposed US-41A or ALT US-41 designation was to be implemented in concert with the proposed rerouting of US-41 directly north from Powers through Gwinn to Negaunee, then westerly through downtown Ishpeming to existing US-41 west of the city.

BARAGA: The original route of US-41 through
downtown Baraga. Existed at least during the 1940s. No longer a state
highway.

US-41 STUB

FMR

1931—?

US-41 STUB, although likely never signed as such in the field and being an internal MSHD designation, was the initial designation for the spur route linking US-41 in Menominee with the Ann Arbor Railroad carferry docks in 1931. Sometime after becoming a state route, it was given the proper route designation of M-173.

M-41

FMR

1918—1926

A pre-1926 state highway designation. In
1920, M-41 began at M-24 (now M-120) between Holton and Fremont and
continued north to Hesperia. From there, M-41 followed the route later
designated M-82 from Hesperia via Ferry to Hart, where it ended. With
the coming of US Highways in 1926, M-41 gave way to the M-82 designation
and has not been used since, assumedly to minimize confusion with US-41.

GRAND RAPIDS: Formerly routed through downtown
Grand Rapids, when M-50 was moved to the "Grand Rapids Beltline system" in 1953, the
former route through downtown was designated as BUS M-50. It later
re-attained the M-50 designation in 1961, then M-45 in 1964, now mostly a local street.

FLINT: When US-10 was transferred to the
I-75/US-23 freeway around the west side of Flint, US-10 in Genesee
Co was redesignated M-54, and BUS US-10 through Flint was accordingly
redesignated as BUS M-54. When the I-475/UAW Freeway was nearing completion,
most of BUS M-54/Saginaw St was given back to local control and the
BUS M-54 designation was removed.

HOUGHTON LAKE HEIGHTS: For many years, M-55
turned south to run concurrently with US-27, then turned east back
to its current alignment at Houghton Lake, effectively bypass Houghton
Lake Heights. The former route of M-55 throught the Heights bore the
BUS M-55 during this timeframe. It is now part of the M-55 mainline
again.

M-56 [I]

FMR

The iteration of M-56 began in Monroe, looped east of US-24 & US-25, crossed
back over at Flat Rock and continued northwesterly via New Boston and
Belleville, then north to end at present US-12 north of Belleville.
Over time, the northern end of M-56 was realigned onto the M-112/Willow
Run Expwy for a time, and was scaled back to end at New Boston (northern
terminus) until it was eventually scaled back to Monroe. There, it
stayed as a very short connector between M-125 in downtown Monroe and
I-75, and was eventually redesignated as part of M-50.

M-56 [II]

FMR

Then, in the 1970s when M-21 was transferred to the M-78 (now I-69) freeway
between Lennon and Flint, the former route of M-21 was redesignated as
M-56. This lasted until the mid-1980s when M-21 was removed from I-69 and
transferred back onto its previous alignment along Corunna Rd between Lennon
and Flint.

A very short-lived highway, existing at
Concord in Jackson Co in 1933. Not only short-lived, it was a short
highway in length as well, running along present Homer Rd and Hanover
St, acting like a "Business route" into downtown Concord, while M-60
bypassed the center of town to the north. Given back to local control
by 1934.

Existed from 1973 until 1992, connecting
completed portions of I-69 in Mid-Michigan and likely the only route
ever officially designated "TEMPORARY" in Michigan. In 1973, the portion
of the M-78 freeway from Morrice to Flint was redesignated as part
of I-69 and all of M-78 from Charlotte to Morrice was redesignated
as TEMPORARY I-69. The route of TEMP I-69 followed US-27 from Charlotte
to I-96 southwest of Lansing, ran easterly on I-96 to I-496/US-127,
then north on I-496 and US-127 to Saginaw Rd, then northeasterly out
of the Lansing area, connecting to the I-69 freeway Morrice.
TEMP I-69 was cut into to pieces in 1987 when the portion of I-69 from
I-96 southwest of Lansing in Eaton Co to Exit 94 north of Haslett in Clinton
Co was designated as such. The portion of the former TEMP I-69 from US-127
to Exit 94 became part of a new BL I-69. The eastern segment of TEMP I-69
from Exit 94 to Morrice was replaced by a completed I-69 freeway in 1990,
while the western segment of TEMP I-69 from Charlotte to I-96 was completely
replaced by October 1992, when the final segment of I-69 was completed.

In 1920, M-74 existed as a "cut-off" route
for M-14 (US-27's predecessor route) in Clare and Missaukee Counties.
Beginning at M-14 north of Harrison, M-74 ran west to Leota, then northerly
through Moddersville and Butterfield, ending at M-14 at Merritt. (During
that time, M-14 bent west, then north from Houghton Lake to connect
with M-13 south of Kalkaska, instead of continuing northerly past Houghton
and Higgins Lakes toward Grayling.)
In 1923, M-14 was routed to the east of Houghton and Higgins Lakes on the
later route of US-27. The former route of M-14 in Missaukee Co from Merrit
northerly to Moorestown, then west to Pioneer was redesignated as an extension
of M-74.All of M-74 south of Moddersville (via Leota to M-14 north of Harrison)
was turned back to local control in 1925, making M-74 a spur-route south
of Merritt. The southern spur from Merritt to Moddersville was removed
in 1938, with the remainder of M-74 being removed in 1939.

For about one year in the early 1970s, BUS
M-76 existed through downtown West Branch, originating when
the M-76 freeway was completed around the city. In 1973, BUS M-76 was redesignated
BL I-75 when M-76 was redesignated I-75.

CHARLOTTE: Planned as a companion route designation for BUS US-27 (present-day BL I-69) at Charlotte on planning maps from 1960. No evidence this route was ever implemented and signed in the field.

M-78 BUS

FMR

1963—1970

LANSING: When M-78 was routed around Lansing
via I-96 and I-496 in 1963, the former route through downtown Lansing
was designated BUS M-78. The route lasted until 1970.

M-78 TRK

FMR

1937–1950

For many years, there were two routing
of US-27 and M-78 through downtown Lansing. The US-27/M-78 "Passenger
Car Route" ran along Capitol Ave and Saginaw St. (This would be considered
the "mainline" routing.) A US-27/M-78 "Truck Route" ran east on Main
St, north on Grand Ave, east on Kalamazoo Ave and north on Larch St.
TRUCK US-27/TRUCK M-78 was eventually replaced by the mainline US-27/M-78
when the Capitol Ave routing was given back to local control.

Originally proposed designation for what had been designated BUS US-10 along Saginaw St from north of Mount Morris, southerly through downtown Flint to Grand Blanc, with US-10 along Dort Hwy becoming a southerly extension of existing M-83. In the end, US-10 through Genesee Co was designated M-54 instead, with BUS US-10 becoming BUS M-54 instead.

FARMINGTON: This was the original route
of US-16 through downtown Farmington, later designated BUS US-16. When
I-96 replaced US-16 along this route, BUS US-16 through Farmington
was designated BL I-96. Then, when the current routing of I-96 was
completed in the mid-1970s and the Farmington bypass was redesignated
as M-102 (now M-5), the BL I-96 designation was removed, although Grand
River Ave remains as an unsigned state highway.

MUSKEGON: When the routings of I-96 and
I-196 were swapped in the early-1960s, the BS I-196 routing in Muskegon
was redesignated as BS I-96. The route lasted until the 1980s when
it was removed, leaving the BUS US-31 behind.

I-96 BS

FMR

1962—1977

DETROIT: In 1962, when all of US-16 west
of Farmington had been supplanted by either I-96 or I-196, the US-16
designation was removed from the state of Michigan, leaving the portion
of Grand River Ave from Farmington into downtown Detroit "numberless." It
was assigned the BS I-96 designation, which remained until the I-96/Jeffries
Frwy was completed in 1977. The portion of BS I-96 northwest of 8 Mile
Rd was designated M-102, while the portion southeast of there was designated
M-5. The part of BS I-96 southeast of I-96 at EXIT 185 in Detroit along
Grand River Ave is now an un-numbered state-maintained highway.

Internal State Highway Dept maps indicate the segment of Old Kawkawlin Rd between M-111/State Park Dr and M-47/Euclid Rd northwest of Bay City was originally intended to be designated SPUR M-111 once the M-29 designation was removed in c.1932–34. Instead, Old Kawkawlin Rd from M-111 northwesterly to Kawkawlin was turned back to local control on Jan 7, 1935 and it is likely SPUR M-111 was never signed in the field.

NILES: The former route of US-112 through
downtown Niles. When US-12 replaced US-112 in 1961, BUS US-112 was
redesignated BUS US-12.

US-112 BUS

FMR

1956—1962

YPSILANTI: In mid-1956, US-112 was transferred
onto the Ypsilanti bypass routing (along with the addition of US-12)
and the former route of US-112 through downtown Ypsilanti was designated
BUS US-112. Upon US-112's removal from Michigan in 1961, BUS US-112
was redesignated BUS US-12.

US-112 BYP

FMR

194—1956

YPSILANTI: As an extension to the Willow
Run Expwy system constructed during World War II, BYP US-112 was completed
around the south side of Ypsilanti in c.1944-45. It was later designated
as part of the US-112 mainline, then later US-12, as it is today. In
mid-1956, US-112 was transferred onto the bypass routing (along with
the addition of US-12) and the former route of US-112 through Ypsilanti
was designated BUS US-112.

US-112S

FMR

c1933—1935?

In c.1933, the portion of US-112 leading
into Indiana was apparently designated "US-112S" in anticipation of
Michigan extending the mainline of US-112 westerly via Niles to US-12
at New Buffalo. The short north-south segment of the highway leading
into Indiana may have been designated "US-112S" in Michigan. This route
later bore the designation M-205 and is now a county road named "Old
M-205.".

From internal State Highway Dept maps, it appears the former route of M-14 into Ann Arbor along Plymouth Rd from M-153/Ford Rd to downtown at BUS US-23/N Main St was proposed to be retained in the state highway system and given the designation M-114. However, the part of the former M-14 along Plymouth Rd from M-153 southwesterly to Green Rd (just west of US-23) was turned back to county control the same day the new M-14 freeway was determined as a state trunkline and the remainder of former M-14 along Plymouth Rd and Broadway into downtown Ann Arbor was turned back to the city a few months later, so it would appear the plans to designate this route as M-114 were never implemented.

Originally constructed as an access route
to Straits State Park in St. Ignace, M-122 also served another purpose.
The highway was built in 1929 to connect US-31 in downtown St Ignace
at the State Highway Ferry Docks with the entrance to Straits State
Park. By 1936, M-122's focus had shifted from providing access to the
state park to providing access to the new state highway ferry docks
in southeastern St. Ignace. US-2 was rerouted into St. Ignace at the
same time, so M-122 essentially served as a connection between US-2
and the ferry docks. The highway was removed from the official highway
map in mid-1952, although it seems the route may have held on in reality
until the completion of the Mackinac Bridge in 1957.

US-16 originally ran due west from Nunica
toward US-31 at Grand Haven. When a new highway was constructed along
a former railroad line between Nunica and Muskegon, it was designated
M-126. Later, the US-16 designation was shifted onto M-126, with the
former US-16 into Spring Lake being assigned M-104. The M-126 designation
has not been used since.

MASON: Originally designated US-127A and
ran through downtown Mason. This route was elongated slightly when
the current US-127 bypass of Mason was completed. The southern half
of BUS US-127 was eventually turned back to local control, and the
northern half is now part of M-36.

M-130 was a somewhat curious route, as
it parallel to, and within a mile of, M-50 heading westerly from Monroe.
While M-50 followed the south side of the River Raisin, M-130 ran along
the north side. Also a spur route, M-130 EXTENSION, existed near the
route's western end. The entire route—spur and all—were
turned back to local control in 1955.

M-130 EXT

FMR

?—1955

M-130
EXTENSION was a 2-mile spur along North Custer Rd extending west from
M-130 at the the intersection of Ida-Maybee & North Custer Rds
to Muehleisen Rd, in anticipation of an eventual US-23 realignment
between Ida and Milan which never happened. It was turned back to local
control in 1955.

BYP US-131, a southern and eastern bypass
of Grand Rapids, lasted less than a decade. In 1944, BYP US-131 was
commissioned to run along the southern and eastern legs of the Grand
Rapids Beltline system, with the mainline US-131 remaining through
the center of the city. Then in mid-1953, the mainline designation
was transferred onto the bypass, replacing the BYP US-131 designation
forever. (The former US-131 through downtown was designated BUS US-131.)

M-132 was a spur-route trunkline linking
Ann Arbor and Dexter via Dexter-Ann Arbor Rd from 1929 to 1960, when
it was trurned back to local control. One State Hwy Dept map also showed
Wilson Ave between M-21/Chicago Dr & M-114/28th St in Grandville
as a short connector designated M-132 in the late-1930s, but the Dexter-Ann
Arbor route had been M-132 for a decade by that time and it is assumed
this label was in error.

M-135 dates to 1928, and was a north-south
highway in western Mackinac & Luce Counties along a route now designated
H-33. It lasted until 1960 and was turned back to local control at
the same time as adjacent route M-98.

The first M-144 debuted in 1936 and
served as a short connector route from M-39/Michigan Ave (later M-43,
now un-signed M-143) to the Michigan State Police Headquarters in East
Lansing. Four years later in 1940, M-144 was transferred back to local
control.

M-144 [II]

FMR

1940—1973

The M-144 designation was almost immediately transferred onto what
had been previously designated M-72 from M-76 east of Roscommon to M-72
near Luzerne. A few realignments from the late-40s to the early-60s brought
M-144's termini to downtown Roscommon and M-72 near Eldorado. When the
completion of I-75 in 1973 made M-18's route northwest of Roscommon unnecessary,
it was transferred onto the route of M-144, completely supplanting it.
The M-144 designation has not been used since.

M-145

FMR

The M-145 designation was to be used for
a western bypass of the City of Jackson which was never completed.
M-145—which would have likely been redesignated as M-50 or BYP
M-50 if completed—was to begin at M-50 near Vandercook Lake and
run arc westerly, northwesterly and northerly around the City of Jackson,
connecting back with M-50 northwest of Jackson. One section of highway
was acutally designated M-145 (on paper, if not in reality): Springport
Rd between Airport Rd and Rives Junction Rd. This proposed bypass was
likely dropped in the 1950s in favor of the eastern (now US-127) freeway
bypass.

M-146

FMR

1933—?

M-146 dates to 1933 when a north-south
M-21 Connector route along 24th St in western Port Huron between US-25
(later M-25, now BL I-94) and M-21 (now Lapeer Rd). In 1954, a new
approach highway was constructed leading away from the Blue Water Bridge,
arcing southwesterly to M-21/Lapeer Rd and was designated M-146, connecting
with the existing M-146 routing by jogging east on M-21. This new approach
route was converted to freeway in c.1958. In 1964, much of the newer
freeway portion of M-146 was assumed into the I-94/US-25 freeway, while
the westernmost portion of that freeway section of M-146 became somewhat
of a glorified off-ramp from I-94, but retaining the M-146 designation.
At that time, though, the original 24th St alignment of M-146 was turned
back to local control. At some point after that—possibly when
the M-21 freeway spur was completed—the M-146 desingnation was
dropped and has not been re-used since.

M-147

FMR

1936—c1991

M-147 was a short highway connecting M-106
with the State Prison of Southern Michigan just northeast of Jackson.
It was in existence from 1936 to c.1991, when it was turned back to
local control.

M-148

FMR
?

1932 ?

According to some sources, M-148 was the original or initial route designation for the state trunkline highway leading from US-31 & M-20 (present-day M-120) through North Muskegon to Muskegon State Park. It appears this route was designated as an extension of M-20 instead or soon after M-148 made its debut in 1932.

In early 1934, M-9 (later M-99) was routed
in southern Hillsdale Co thusly: north on Pioneer Rd, west on Burt
Rd, jogging at Goose Neck Bend, north on Clark Rd, west on Montgomery
Rd through Frontier, then north on Hillsdale Rd into Hillsdale. In
1934, an M-158 loop was under construction north on Pioneer Rd from
Burt Rd to Montgomery Rd, then west on Montgomery back to M-9 at Frontier,
effectively making it a loop from M-9. Later in 1934, it seems the
routing of M-9 was transferred to the new M-158, but the M-158 routing
continued to appear on official highway maps until 1936! The M-158
designation has not been re-used since.

M-159

NEV

—

N/A

Route

Status

Extant

Description -or- Link to Route Listing

M-160

FMR

1929—1935
c1941—1942

The first iteration of M-160 (1929–1935) was never signed, as it was part of a temporary route for M-9 (present-day M-99) at Springport in Jackson Co. M-9 was originally proposed to bypass Springport to the east (to eliminate two New York Central RR crossings), so M-160 was to have used Main St from Green St (proposed M-9) westerly ½ mile into downtown Springport. The M-9 bypass was never built and the temporary route through Springport became the permanent one, so M-160 was never actually signed in the field.
The second M-160 iteration dates to the beginning of World War II, when the State
Highway Dept constructed a new roadway leading into Selfridge Field
(now Selfridge Air National Guard Base) from M-29 running along the
present-day line of I-94 east of Mt Clemens. The highway turned back
to local control in 1942, only about a year after it was created. It was never signed in the field. (M-160 didn't have a lot of luck along those lines, did it?)

M-161

NEV

—

N/A

M-162

FMR

c1935—1939

An extremely-short highway leading from
M-94 (now M-28) into the center of Au Train, in Alger Co west of Munising.
Existed from c.1935-1939.

M-163

FMR

c1930—1935

A short-lived route which may have never been signed in the field, M-163 consisted of the part of M-15 from US-10/Dixie Hwy (present-day US-24) northerly into downtown Clarkston. It was designated in preparation for the M-15 southerly extension from Clarkston through the remainder of Oakland Co and through Wayne Co, which was never implemented and officialy cancelled in 1935, thereby making the M-163 designation unnecessary, with it reverting back to M-15.

M-164

FMR

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-164 connected downtown Snover in Sanilac Co with M-19 east of town.

M-165

FMR

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-165 connected downtown Ovid in Clinton Co with M-21 south of town.

M-166

FMR

M-166 began as one of many very short state
highway spur routes connecting a downtown district with a nearby state
highway, but was extended later. In this case, M-166 originally connected
downtown Lyons in Ionia Co with M-21 north of town. Later, M-166 was
extended east, then south to end at US-16 (later BS I-96/Grand River Ave) in Portland.
M-166 was eventually transferred to local control and the designation
has not been used since.

M-167

FMR

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-167 connected downtown Saranac in Ionia Co with M-21 north of town.

The first iteration of M-169 (1930–1935) was one of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-169 connected downtown Fostoria in Tuscola Co with M-36 east of town. It is also shown on some maps as "M-36 STUB", although it was likely not signed as such in the field.
The second and third iterations(1935–1949, 1949–1950) were related to each other in the Houghton Lake area.
During the time when US-27 still bypassed
Houghton and Higgins Lakes on the east (via Prudenville and Roscommon),
M-169 existed as a "cut-off" route between US-27 and M-55 west of Houghton
Lake Heights. It was later replaced by M-55 when the former route of
that highway through Houghton Lake Heights was designated BUS M-55,
and still later became part of US-27 when the western Houghton Lake
bypass was completed (now Old US-27).

M-170

FMR

One
of many very short state highway spur routes around the state, usually
connecting a downtown district with a nearby state highway bypassing
the center of the city. In this case, M-170 connected downtown McMillan
in Luce Co with M-28 south of town.

M-171

FMR

1932—1934
1936—1960

M-171 debuted in 1932 as a loop route off
US-23, beginning in northern Alcona Co, looping northwesterly through
Spruce, then north and northeast to meet back with US-23 southwest
of downtown Alpena. On Dec 31, 1934, that route was turned back to local
control. Then on Aug 20, 1936, M-171 was rechristened along the
former inland route of US-23 from Oscoda to near Spruce in Iosco and Alcona Cos. This iteration of M-171 was
removed on Sept 27, 1960 and its former route received the F-41 designation
in 1970. (There may have been an even earlier iteration of M-171 along Getty Ave in Muskegon for a short time prior to the Alpena Co designation.)

M-172

FMR

One
of many very short state highway spur routes around the state, usually
connecting a downtown district with a nearby state highway bypassing
the center of the city. In this case, M-170 connected downtown Middleville
in Barry Co with M-37 on the east side of town. This was when M-37
entered the area via State Rd and E Main St, then turned northerly
to leave town via Grand Rapids St and Whitneyville Rd. M-172 ran
along Main St from Grand Rapids St westerly into the downtown district.

M-173 [I]

FMR

One of many very short state highway spur routes around the state,
usually connecting a downtown district with a nearby state highway
bypassing the center of the city. In this case, M-173 connected downtown
Orleans in Ionia Co with M-44 north of town in the mid-1930s.

M-173 [II]

FMR

1931—1972

M-173 was the last of three highway designations to be applied to the
route through downtown Menominee from the Ann Arbor Railroad ferry docks
to US-41. This third designation—replacing the M-35 routing through
downtown—existed from 1931 to 1972 and was likely removed after the
carferry stopped running from Elberta to Menominee. Addition to trunkline system approved by State Administrative Board on June 19, 1931. Initially designated n internal State Hwy Dept maps as "US-41 STUB."

M-174 [I]

FMR

One of many very short state highway
spur routes around the state, usually connecting a downtown district
with a nearby state highway bypassing the center of the city. In this
case, M-174 connected downtown Buchanan in Berrien Co with US-112 (now
US-12) south of town.

M-174 [II]

FMR

Originally designated M-120, the portion of Logan St (now M L King
Jr Blvd) in Lansing from Grand River Ave to the Ingham/Clinton Co line
was designated M-174 for many years. It was turned back to local control
in the early-1970s.

M-175

FMR

One of many very short state highway
spur routes around the state, usually connecting a downtown district
with a nearby state highway bypassing the center of the city. In
this case, M-175 connected downtown Galien in Berrien Co with US-112
(now US-12) south of town. Addition to trunkline system approved by State Administrative Board on June 19, 1931.

M-176

FMR

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-176 connected downtown Durand in Shiawassee Co with M-71 north of
town.

M-177

FMR

1936—1939

M-177 replaced the M-46 designation along
Michigan Ave from US-27/M-46 in downtown St Louis to US-27A (now BUS
US-27) just east of downtown Alma in late 1936. M-177 lasted until
late-1939.

M-180 was the first of three highway designations
to be applied to the route through downtown Menominee from the Ann
Arbor Railroad ferry docks to US-41. This first designation existed
from 1933 to mid-1935 and was replaced by the M-35 designation.

M-181

FMR

1933—1955

M-181 began as a short spur route leading
into downtown Metamora from M-24 in Lapeer Co in 1933, but was extended
to M-53 north of Almont in late-1935. M-181 was turned back to local
control in mid-1955 and the designation has not been used since.

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-191 connected downtown Fenwick in Montcalm Co with M-14 east of town.

M-192

FMR

1932—1936

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-192 connected downtown Bancroft in Shiawassee Co with M-78 north of town.

M-193

FMR

1932—1936

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-193 connected downtown Morrice in Shiawassee Co with M-78 north of
town.

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-194 connected downtown New Lothrup in Shiawassee Co with M-13 east
of town.

M-195

FMR

c1930?
1933–1937

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
the first M-195 connected Snover with M-19 in west-central Sanliac Co. Later,
M-195 connected Henderson in Shiawassee Co with M-52 east of town.

GRAND RAPIDS: The proposed designation for what had been designated BUS US-16 between downtown Grand Rapids and Marne, northwest of Grand Rapids, following N Division Ave, Leonard St, Remembrance Rd and Ironwood Dr. This was when I-196 followed what is now I-96 from Grand Rapids to Muskegon and I-96 utilized the present-day I-196 route via Holland to Benton Harbor.

MUSKEGON: When I-196 was completed to US-31
near Muskegon, the BS I-196 designation was added to BUS US-31 leading
from the end of I-196 to downtown Muskegon. When the routings of I-96
and I-196 were swapped in 1963, the BS I-196 routing in Muskegon was
redesignated as BS I-96.

M-196

FMR

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-196 connected downtown Hersey in Osceola Co with US-10 north of town.

M-197

NEV

—

N/A

M-198

FMR

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-198 connected downtown Lakeview in Montcalm Co with M-46 south of
town.

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-200 connected downtown Stephenson in Menominee Co with US-41 on the
east side of town.

One of many very short state highway spur
routes around the state, usually connecting a downtown district with
a nearby state highway bypassing the center of the city. In this case,
M-206 connected downtown Eagle Harbor and the Eagle Harbor Lighthouse
in Keweenaw Co with M-26 on the south side of town.

After the M-21 southern bypass of Pewamo
was completed, the former route of M-21 was designated M-210 and served
as a "business route" of sorts through the center of the village. Later,
the route of M-210 was turned back to local control, and the designation
has never been re-used.

The first M-213 was a 14-mile highway
running along present-day B-35 from M-46 east of Muskegon to M-20 (now
M-120) at Brunswick, east of Holton. It was turned back to local control
in c.1959-60.

M-213 [II]

FMR

The second M-213 was immediately christenend along what had been M-20
from US-31 (now Whitehall Rd) in North Muskegon to Muskegon State Park.
This North Muskegon-to-Muskegon State Park route survived until 1970 when
it was turned back to local control.

M-214

FMR

1935—1953

M-214 dated to early-1935 when the former
M-79 route from west of Nashville to downtown Vermontville was re-designated
M-214. (At this time, M-66 through Ionia Co was designated M-14.) The
highway was later scaled back from Vermontville to end in downtown
Nashville, serving as a 3-mile connector route along today's M-79 from
M-79 west of Nashville to M-14 in Nashville. M-214 survived M-14's
redesignation as M-66 in 1941 by about a decade, until it was supplanted
by a rerouting of M-79 in 1953.

M-215

FMR

M-215 was a 7-mile route running from US-12
in Lawrence to M-43 just east of Bangor in Van Buren Co. It was turned
back to local control (becoming Co Rd 215) in late-1953 or early-1954.

Originally,
M-218 began at US-16 (now Grand River Ave) in "West Novi" (part of
the present City of Wixom), running north along Wixom Rd to Wixom,
east on Fourteen Mile Rd (now Pontiac Trail) to Walled Lake, then northeasterly
on Walled Lake Rd (now also Pontiac Trail) via Orchard Lake and Keego
Harbor, ending at M-58 (later US-10, now US-24) southwest of downtown
Pontiac. In c.1937, M-218 was extended into downtown Pontiac. In 1963,
the entire route was transferred to local control. Extensions of M-218
southwesterly through South Lyon to US-12 at Chelsea and northeasterly
via Utica to US-25 at Richmond were proposed in the 1930s, but never
built. These extensions would have turned M-218 into a de facto Detroit
bypass route.

M-219

FMR

M-219 was one of several highways whose
sole purpose was to connect the various railroad and carferry docks
with the state highway system. Others were located in Menominee, St
Ignace, Elberta, Ludington, Muskegon, etc. Commissioned in the mid-1930s,
M-219 lasted until c.1966 as the Ann Arbor Railroad slowly decreased
the number of ferry sailings from Elberta to Manistique, ending the
service in 1967.

For route designations from "230" and
higher, only those routes which currently exist, previously existed,
or will exist in the near future are listed. For any designation
from "230" and higher where no listing is indicated, it
can be assumed no such designation has ever existed in Michigan

The completed portion of the John C Lodge
Expwy was given the BS I-696 designation in c.1961-62, even before
the actual I-696 was completed and open to traffic! In 1963, the rest
of the Lodge Frwy was completed out to the newly-completed I-696 in
Southfield, and the entire Lodge Frwy/Northwestern Hwy freeway was
designated BS I-696. BS I-696 was replaced by US-10 in 1970.

Route

Status

Extant

Description -or- Link to Route Listing

TO I-75

FMR

This "TO I-75" designation existed in Metro
Detroit while I-75 was being constructed through the city. In the field,
this route was posted with "TO I-75" route marker assemblies as opposed
to simply posting "I-75" markers alone or as a "TEMP
I-75" routing.
The first "TO I-75" routing at Detroit began at the current US-24 CONNECTOR
in Taylor, continuing north on US-24/Telegraph Rd to M-102/Eight Mile Rd,
then east on M-102 to Stephenson Hwy, turning north on Stephenson (formerly
M-150) to 11 Mile Rd, where a completed segment of I-75 picked back up.
The second routing began at the I-75 & M-39/Southfield Rd interchange
at Lincoln Park, continuing north on M-39/Southfield Rd & Frwy to M-102/Eight
Mile Rd, then east on M-102 to I-75. A disconnected part of "TO I-75" existed
between 9 Mile and 11 Mile Rds. The M-39/M-102 portion of "TO I-75" was "decommissioned" in
1969, with the short 9 Mile-to-11 Mile Rd section remaining until 1971.

TO I-75

FMR

This "TO I-75" designation existed in Central
Michigan while I-75 was being constructed from Bay City to Grayling.
In the field, this route was posted with "TO I-75" route marker assemblies
as opposed to simply posting "I-75" markers alone or as a "TEMP
I-75" routing
"TO I-75" began at the jct of US-10, US-23 & M-25 west of Bay City, continued
westerly along US-10 to Clare, then northerly along US-27 from Clare to the completed
portion of I-75 south of Grayling. "TO I-75" lasted until I-75 was completed
along its present route in 1973.

TO I-75

FMR

This "TO I-75" designation existed in Central
Michigan while I-75 was being constructed from Bay City to Grayling.
In the field, this route was posted with "TO I-75" route marker assemblies
as opposed to simply posting "I-75" markers alone or as a "TEMP
I-75" routing
According to the Official Michigan Transportation Map, "TO I-75" began
in 1961 along what had been US-27 from Gaylord to just north of Indian
River near Topinabee, lasting only about a year when I-75 was completed
along the stretch in the Fall of 1962.

TO I-94

FMR

The "TO I-94" designation
existed in Metro Detroit while I-94 was being constructed in southeastern
Macomb Co. In the field, this route was posted with "TO I-94" route
marker assemblies as opposed to simply posting "I-94" markers
alone or as a "TEMP I-94" routing
"TO I-94" began at the end of I-94 at M-102/Vernier Rd in Harper Woods, continuing
west on M-120 to US-25/Gratiot Ave, then north on US-25/Gratiot Ave to Metropolitan
Pkwy, then easterly back to a completed segment of I-94. In 1964, "TO I-94" was
moved from Metropolitan Pkwy south to 14 Mile Rd. In 1966, when I-94 was completed
through southeastern Macomb Co, the "TO I-94" designation was removed.

The original designation for H-40 in the Upper Peninsula from 1970. During the pilot year for the Intercounty Highway System program, A-2 in Allegan Co and B-1 in Mackinac and Chippewa Cos were designated, signifying the original intent was to have "A" routes in the Lower Peninsula and "B" routes in the U.P. When additional routes were added in 1971, the current eight-zone configuration was implemented and B-1 became H-40. It is assumed B-1 was fully signed in the field during its one year of existence.

Connected M-37 at White Cloud with US-131 at Stanwood. Was completely assumed into the route of M-20 when the route of B-88 was transferred to state control from Mecosta and Newaygo Cos in 1998 as part of the short-lived "Rationalization" program.

One of the "Ogemaw Co" routes which may have never been signed in the field and may have never been "officially" recognized by MDOT.

F-9

UNS

One of the "Ogemaw Co" routes which may have never been signed in the field and may have never been "officially" recognized by MDOT. Ran along Old M-76 southeast of West Branch.

F-17

FMR

One of the "Ogemaw Co" routes which were once signed in the field and featured on the state official transportation map but were removed from the map in the 1980s and seem to no longer be "officially" recognized by MDOT.

One of the "Ogemaw Co" routes which were once signed in the field and featured on the state official transportation map but were removed from the map in the 1980s and seem to no longer be "officially" recognized by MDOT.

F-20

FMR

One of the "Ogemaw Co" routes which were once signed in the field and featured on the state official transportation map but were removed from the map in the 1980s and seem to no longer be "officially" recognized by MDOT. Portion in Iosco Co was assumedly signed while it was depicted on the official transportation map, but became a "former" route in that county.

F-21 [S]

UNS

One of the "Ogemaw Co" routes which may have never been signed in the field and may have never been "officially" recognized by MDOT.

One of the "Ogemaw Co" routes which may have never been signed in the field and may have never been "officially" recognized by MDOT.

F-26

FMR

One of the "Ogemaw Co" routes which were once signed in the field and featured on the state official transportation map but were removed from the map in the 1980s and seem to no longer be "officially" recognized by MDOT. Portion in Iosco Co was assumedly signed while it was depicted on the official transportation map, but became a "former" route in that county.